HomeMy WebLinkAboutAddenda - BID - 8309 DRAKE & SHIELDS INTERSECTION IMPROVEMENTSADDENDUM NO. 1
SPECIFICATIONS AND CONTRACT DOCUMENTS
Description of BID 8309: Drake & Shields Intersection Improvements
OPENING DATE: 3:00 PM (Our Clock) May 20, 2016
To all prospective bidders under the specifications and contract documents described above,
the following changes/additions are hereby made and detailed in the following sections of this
addendum:
Exhibit 1 – Geotechnical Report
Please contact Elliot Dale, Buyer at (970) 221-6777 with any questions regarding this
addendum.
RECEIPT OF THIS ADDENDUM MUST BE ACKNOWLEDGED BY A WRITTEN STATEMENT
ENCLOSED WITH THE BID/QUOTE STATING THAT THIS ADDENDUM HAS BEEN
RECEIVED.
Financial Services
Purchasing Division
215 N. Mason St. 2nd Floor
PO Box 580
Fort Collins, CO 80522
970.221.6775
970.221.6707
fcgov.com/purchasing
GEOSCIENCES & ENGINEERING
7290 South Fraser Street
Centennial, Colorado 80112-4286
Phone: 303-337-0338
SUBSURFACE EXPLORATION AND
PAVEMENT DESIGN
DRAKE ROAD AND SHIELDS STREET
INTERSECTION IMPROVEMENTS
FORT COLLINS, COLORADO
Prepared For
Interwest Consulting Group, Inc.
Attn: Mike Oberlander, P.E.
1218 West Ash Street
Suite C
Windsor, Colorado 80550
August 19, 2015
TABLE OF CONTENTS
Page
1.0 PURPOSE AND SCOPE ....................................................................................................... 1
2.0 PROPOSED CONSTRUCTION ............................................................................................... 2
3.0 SITE CONDITIONS.............................................................................................................. 2
4.0 SUBSURFACE EXPLORATION .............................................................................................. 3
5.0 SUBSURFACE CONDITIONS................................................................................................. 4
6.0 LABORATORY TESTING ...................................................................................................... 5
7.0 SITE GRADING .................................................................................................................. 6
8.0 PAVEMENT DESIGN ........................................................................................................... 7
9.0 LIMITATIONS ................................................................................................................... 11
FIGURES, TABLES, AND APPENDIX
Figure 1 Locations of Exploratory Borings and Pavement Cores
Figure 2 Log of the Exploratory Boring
Figure 3 Photographs of Pavement Cores
Figure 4 Swell-Compression Test Results
Figure 5 Gradation Test Results
Figure 6 R-value Test Report
Table 1 Summary of Laboratory Test Results
Appendix Traffic Data from CDOT website
Traffic Data from FCMaps website
ESAL Calculations
WinPAS Printouts
Drake and Shields Intersection Improvements – Fort Collins, Colorado
Subsurface Exploration and Pavement Design - G14.1565.000 Page ii
1.0 PURPOSE AND SCOPE
This report contains the results of a subsurface exploration and pavement design conducted for the
proposed West Drake Road and South Shields Street intersection improvements in the City of Fort Collins,
Colorado. A subsurface exploration program was conducted to obtain information on the existing
pavement thickness and subgrade materials. Soil samples collected during drilling were visually classified
by our project engineer and selected samples were tested in the laboratory to evaluate classification,
pavement support characteristics, and other pertinent engineering properties.
The results of the field and laboratory testing programs were evaluated to assist in developing
geotechnical recommendations for design and construction of the proposed median work and additional
right turn lanes along South Shields Street at the intersection of West Drake Road. The subsurface
exploration and pavement design calculations were based on the Larimer County Urban Area Street
Standards (Larimer County standards) which follow the American Association of State Highway and
Transportation Officials (AASHTO) 1993 Guide for the Design of Pavement Structures.
This report has been prepared to summarize the data obtained and to present our conclusions and
recommendations, based on our understanding of the proposed construction and subsurface conditions
encountered. Design parameters and a discussion of geotechnical engineering considerations related to
the construction of the proposed project are included. Environmental considerations related to the
occurrence or potential occurrence of hazardous materials are beyond the scope of this study. Our
services were provided in general accordance with our agreement with Interwest Consulting Group, dated
July 29, 2014.
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2.0 PROPOSED CONSTRUCTION
Based on the available information provided by Interwest Consulting Group, we understand that
the proposed improvements include the widening of Shields Street to provide dedicated northbound and
southbound right turn lanes onto Drake Road. The improvements are expected to including new Hot Mix
Asphalt Pavement (HMAP) in the turn lanes, striping to maintain narrow northbound and southbound bike
lanes along Shields Street, and new adjacent concrete curb/gutter and sidewalks. We understand that,
where possible, new pavements are expected to be constructed to match existing grades. Improvements
including outbound corner changes and minor work in the median are also planned for the intersection of
Shields Street and Davidson Drive, just south of the Drake and Shields intersection. Site grading for new
pavements is expected to be minor.
If the proposed construction is significantly different from that described above, this office should
be notified for review of our recommendations.
3.0 SITE CONDITIONS
The project site is situated in an area of bench-and-valley uplands that have been dissected by
northeast-flowing Spring Creek located in a gently-sloped low relief valley about one-quarter mile to the
north. The overall project area and immediately surrounding lands slope very gently downward to the
north; all have been well-graded for previous roadway construction, drainage control and commercial
development. Both approach roadways are divided, asphalt-paved, major arterials and meet at a signal-
controlled intersection. South Shields Street has four through lanes with one dedicated inside turn lane on
each side of the intersection. Similarly, West Drake Road has four through lanes with two dedicated
interior and one dedicated outside turn lane on each side of the intersection. Both roadways have narrow
dedicated bicycle lanes and adjacent curbs, landscaped parkway strips and sidewalks. Surrounding
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Subsurface Exploration and Pavement Design - G14.1565.000 Page 2 of 11
properties are well-developed with two-story multi-unit residential units and office buildings, low-rise
shopping center-strip mall businesses, and a few single-story, duplex style residential units.
Published geologic mapping refers all original (pre-construction) unconsolidated surficial material to
the Slocum Alluvium and typifying the soil as alluvial fan-terrace deposits of clayey and sandy gravel with
cobbles and small boulders of mostly well-rounded igneous and metamorphic rock. Larger gravel pebbles
and oversize clasts are commonly weathered and exhibit calcium carbonate mineral precipitate crusts;
carbonate mineralization of the finer matrix soil may locally “weld” it to rock-like hardness as layers of
caliche (“hardpan”). Slocum deposits up to 20 feet thick are described in the region. No bedrock is
mapped as being exposed within about two miles of the project intersection.
4.0 SUBSURFACE EXPLORATION
The subsurface exploration for this project was conducted on January 15, 2015, and consisted of
drilling three pavement cores and one geotechnical boring at the approximate locations shown on Figure 1,
Locations of Exploratory Borings and Pavement Cores. Pavement cores PC-1 and PC-2 were obtained
from the Shields Street pavement and were drilled with a frame-mounted drill equipped with a 3¾ inch
inside diameter (ID) core barrel. After coring, the holes were patched with asphalt cold patch compacted in
lifts to a thickness at least as thick as the pavement cored. Boring P-1 was drilled to a depth of
approximately 10 feet and prior to drilling, the asphalt pavement was cored using a 6 inch ID core barrel.
The boring was drilled with a Central Mine Equipment (CME) 75 truck-mounted drill-rig equipped with 6
inch diameter solid-stem augers. A representative of Geocal, Inc. logged the boring and collected the
pavement cores.
Soil samples were collected from Boring P-1 generally following the ASTM D3550 standard test
method using a nominal 2 inch ID California spoon sampler. The penetration resistance values, when
properly evaluated, provide an indication of the relative density or consistency of the soils or bedrock
hardness. Samples were obtained at approximately 5 foot intervals, and a composite bulk sample of auger
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Subsurface Exploration and Pavement Design - G14.1565.000 Page 3 of 11
cuttings was collected from the upper five feet of the boring. Upon completion of drilling, Boring P-1 was
backfilled with auger cuttings and compacted with the weight of the drill rig, and the pavement was patched
with approximately 9 inches of compacted asphalt cold patch. The soil samples collected were transported
to our laboratory for review by our project engineer and selected samples were programmed for testing. A
log of the subsurface conditions encountered in Boring P-1, including sample depths, penetration
resistance values, and description of the materials encountered is shown on Figure 2.
5.0 SUBSURFACE CONDITIONS
The exploratory boring and pavement cores encountered a layer of asphalt pavement at the
ground surface, the thicknesses of which are summarized in the following table:
Location Asphalt Thickness (inches)
Boring P-1 6½
Core PC-1 11¼
Core PC-2 12
Photographs of the pavement cores are presented on Figure 3. Approximately 9½ inches of
Aggregate Base Course (ABC) material, generally consisting of poorly graded sand with silt and gravel,
was encountered below the asphalt in Boring P-1; similar ABC material also encountered below the asphalt
in PC-1 and PC-2. Artificial fill was encountered below the ABC in Boring P-1 which extended to the
maximum depth explored, 10 feet. The artificial fill generally consisted of loose to very loose clayey sand
and was moist, low to medium plasticity, mottled dark brown, and contained fine to coarse sand.
Groundwater and bedrock were not encountered within the depths explored; however, groundwater levels
can be expected to fluctuate with varying seasonal and weather conditions.
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6.0 LABORATORY TESTING
Laboratory tests conducted on soil samples consisted of swell-compression, grain size distribution
(gradation), Atterberg limits (liquid and plastic limits), resistance R-value, natural moisture content, and
water-soluble sulfate concentrations. The laboratory tests results are shown on Figures 4 through 6, and
are summarized in Table 1.
Swell-Compression Tests: A swell-compression test (ASTM D4546) was conducted on a sample
of artificial fill to evaluate compressibility or swell characteristics under loading and wetting. The sample
was placed in an odometer ring between porous discs and a light surcharge load was applied. After
stabilization, the sample was submerged and the percent volume change or swell measured, then loading
continued. Volume change was monitored until deformation practically ceased under each load. The
swell-compression test results, shown on Figure 4, indicates that the sample of clayey sand tested had low
swell potential when subjected to a light surcharge load and wetting, and exhibited low to moderate
compressibility under increased loading.
Gradation Analyses and Atterberg Limits: These tests were used to classify the soils in
accordance with the American Association of State Highway and Transportation Officials (AASHTO)
classification system and the Unified Soil Classification System (USCS). These classifications provide
qualitative information on the suitability of soils for use in engineering applications. Gradation and
Atterberg limits test results are shown on Figure 5.
The test results indicate that samples of artificial fill encountered in the upper 5 feet of Boring P-1
were generally granular with medium plasticity and with an AASHTO soil classification of A-6 and a group
index of 5. The test results indicate that the on-site soils types consist of clayey sand with poor to
moderate pavement support characteristics.
Resistance R-value: The R-value is a measurement of the soils ability to transfer traffic loading
laterally. The test results shown on Figure 6 for a bulk sample obtained from the upper 5 feet of Boring P-
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1, indicate an R-value of 18. The test results indicate that the clayey sand (artificial fill) sample tested has
low to moderate strength for pavement support.
Water-Soluble Sulfates: The water-soluble sulfate test is a measurement of the potential degree
of sulfate attack on concrete exposed to the onsite soils. The severity of potential exposure is based on a
range of Class 0 (negligible) to Class 3 (severe) as presented in Table 601-2 of Section 601.04 Sulfate
Resistance of the 2011 Colorado Department of Transportation (CDOT) Standard Specifications for Road
and Bridge Construction (CDOT Standard Specifications). Water-soluble sulfates tests were performed on
a sample of clayey sand (artificial fill) obtained from Boring P-1. As shown on Table 1, the concentration of
water-soluble sulfates measured in the sample tested was 0.02%. The test results indicate that a Class 0
level of severity of sulfate exposure is applicable for concrete exposed to the onsite soils. Fill imported to
the site should have water-soluble sulfate concentrations that meet Class 0 sulfate requirements.
7.0 SITE GRADING
The soils encountered generally consist of sandy lean clay and clayey sand. Bedrock was not
encountered at the depths explored. Excavation of the onsite soils should be possible with conventional
heavy duty excavating equipment.
The re-use of onsite materials will be a function of where the material is taken from and what the
intended use is. Existing vegetation, debris and deleterious materials should be stripped and removed from
all proposed pavement and fill areas. Exposed surfaces should be free of mounds and depressions which
could prevent uniform compaction. Fill should be placed and compacted according to CDOT Standard
Specifications. Flatwork areas should be stripped of existing vegetation and topsoil, uniformly scarified to a
depth of 8 inches, moisture conditioned and compacted in accordance with the CDOT Standard
Specifications. Prepared subgrade areas should be proof rolled per standard CDOT Standard
Specifications prior to paving. Areas that deform, rut, or pump excessively should be excavated and
replaced with properly placed and compacted non-expansive, granular material, (greater than 50% retained
on the No. 200 sieve and with a plasticity index less than 8 and a liquid limit less than 15).
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The existing onsite soils should be suitable for use as engineered fill for support of pavements and
for common embankment, however, some isolated high plasticity clays may also be encountered and these
soils should be omitted as engineered fill. If temporary sloped excavations are used, such as for utilities,
stockpiled material should be kept at least a distance equal to the height of the cut away from the top of the
excavation. Sloped excavations should conform to applicable OSHA regulations for Type C soil. The
contractor’s competent person should confirm the soil type and assume responsibility for an excavation that
is safe for workers.
8.0 PAVEMENT DESIGN
A pavement section is a layered system designed to distribute concentrated traffic loads to the
subgrade without overstressing the subgrade soils. Performance of the pavement structure is a function of
several factors including but not limited to the physical properties of the subgrade soils, drainage, and traffic
loadings. The pavement sections presented in this report are based on Larimer County pavement
thickness design procedures. We have assumed that hot mixed asphalt pavement (HMAP) will be used in
the proposed right turn lanes, to be consistent with the existing pavement onsite.
Subgrade Soil Strength: Gradation and Atterberg limits test results were used to evaluate the
AASHTO classification for the subgrade soils. The subgrade soils encountered in the area of the proposed
additional right turn lanes have AASHTO soil classifications of A-6 with group indices of 5. These materials
typically have poor to moderate pavement support characteristics.
For pavement design purposes, we have assumed that new pavement will be supported by at least
3 feet of soil with a minimum R-value of 15. This will require that material types are monitored during
construction and the soils of lesser quality be removed and replaced with soils meeting the minimum
strength requirements. For design, the R-value of 15 was converted to a Resilient Modulus (Mr) of 4,195
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pounds per square inch (psi), in accordance with the CDOT methodology. Any imported soils should have
similar or better strength characteristics.
The following parameters were used for the pavement design:
General
Initial Serviceability 4.5
Terminal Serviceability 2.5
Reliability Level 90%
Soils
R-Value 15
Resilient Modulus (Mr) 4,195 psi
Asphalt
Structural Coefficient (HMAP) 0.44
Structural Coefficient (Class 6 ABC) 0.11
Overall Standard Deviation 0.44
Drainage Coefficient 1.0
Traffic Load and ESAL Calculations: The 18 kip Equivalent Single Axle Load (ESAL) is the
equivalent 18,000 pound single axle loading for different vehicle types, and the design period ESALs are
the total number of equivalent loadings to pavements for the design period. The 2014 Average Daily Traffic
(ADT) of 31,000 vehicles per day was assumed, based on available information obtained from the City of
Fort Collins FCMaps website. Based on information provided by the client, a 40% increase in traffic over
the 20 year design life of the pavement was assumed, which corresponds to a design ADT of 37,495
vehicles per day. A 3.2% truck traffic distribution was obtained from the CDOT website for SH-287 in the
project area, and was assumed for Shields Street. A 20% lane distribution factor was calculated based on
the Drake and Shields Turning Movement Report also available on the Fort Collins FCMaps website.
Printouts from the FCMaps website and a copy of the Turning Movement Report are included in the
Appendix. Applying the CDOT vehicle equivalency factors for flexible pavements, a 20 year design ESAL20
of 1,329,308 was calculated for the proposed right turn lanes (ESAL calculation is presented in the
Appendix).
Pavement Thickness Recommendations: New composite hot mix asphalt pavement (HMAP)
over aggregate base course (ABC) sections were calculated using the WinPAS 12 computer modeling
program, based on the AASHTO 1993 pavement design methodology and developed by the American
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Concrete Pavement Association (ACPA). Based on the Larimer County standards, full depth asphalt
pavement sections are generally not used within the City of Fort Collins limits. The calculated minimum
required composite pavement section was less than the Larimer County default composite pavement
section for four lane arterial roadways, shown in the following table. Software printouts are in the Appendix.
Minimum Thickness of Thickness of New
Pavement Section New HMAP (inches) Class 6 ABC (inches)
New Pavement –
Composite Section 6½ 15
Alternative Section 8 12
The pavement cores drilled near the Drake and Shields intersection encountered a composite
pavement section consisting of approximately 11¼ inches to 12 inches of asphalt on a layer of aggregate
base course. A functional overlay (mill at least 2 inches of the existing asphalt and replace with new
asphalt), may be considered for the transitional zone between the new pavements and the existing
pavements. Functional overlays provide temporary ride quality improvements with minimal extension of the
design life.
Hot Mix Asphalt Pavement (HMAP): HMAP should consist of a bituminous plant mix composed
of a mixture of aggregate and bituminous material that meets the requirements of a job-mix formula
established by a qualified engineer in accordance with the Larimer County standards. The following mix
types are suggested for asphalt pavements:
Top Layer (2 inches thick) ....................... Grading S (75) PG64-28
Lower Layers >2 inches below surface .... Grading S (75) PG58-28
Aggregate Base Course (ABC): ABC material should meet CDOT specifications for Class 5 or
Class 6 aggregate base course and have a minimum R-value of 72. The material should be placed and
compacted in accordance with the standard specifications. The aggregate base course for the new
pavement should be continuous with the old aggregate base course to facilitate drainage and help prevent
the accumulation of water beneath the pavement.
Subgrade Preparation: Old pavement, debris, and any otherwise unsuitable materials should be
removed from the pavement subgrade and replaced with soils meeting the minimum strength requirements.
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Prior to placing new fill, the base of the excavation should be uniformly scarified to a minimum depth of 12
inches, moisture conditioned to within 2% of optimum moisture content, and compacted to at least 95% of
the maximum standard Proctor dry density. New fill needed for support of pavements should be granular,
non-expansive, and have a minimum R-value of 15. Fill should be placed and compacted in accordance
with the Larimer County standards.
Proof-Roll: Prior to paving, the subgrade should be uniformly scarified to a depth of 8 inches,
moisture conditioned and compacted in accordance with the Larimer County standards, and proof-rolled in
accordance with CDOT standard specification 203.09. Areas that deform (rut or deflect) excessively under
the wheel loads should be stabilized. Proof rolled areas should be paved within 48 hours unless affected
by precipitation, construction traffic, or otherwise disturbed, which will require that a stable subgrade be re-
established and again proof rolled. The contractor should anticipate subgrade conditions that vary from
optimum moisture, and that the addition of water or drying of the subgrade soils to achieve proper moisture
conditions may be needed. Areas with relatively high water contents that yield excessively during proof
rolling may require over-excavation and replacement with dryer materials. The use of lime, fly ash, cement,
or geo-grids may also be considered as stabilization techniques for yielding subgrades.
Drainage, Frost Potential, and Utilities: The collection and diversion of surface drainage away
from paved areas is extremely important to the satisfactory performance of the pavement. The design of
surface drainage should be carefully considered to remove all water from paved areas. Groundwater is
expected to be sufficiently deep that a subsurface pavement drain should not be needed. The predominant
soil types encountered generally consisted of clayey sand and have low to moderate frost susceptibility.
Frost heave potential can be reduced through proper surface drainage and construction control.
Maintenance: Periodic maintenance of paved areas will extend pavement life. Crack sealing
should be performed on a frequent basis as new cracks appear. Chip seals, fog seals, or slurry seals
applied at approximate 3 year to 5 year intervals will help reduce oxidative embrittlement problems
associated with asphalt pavements. As conditions warrant, it may be necessary to perform full depth
patching, milling, and overlays at approximate 10 year intervals or more frequently.
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9.0 LIMITATIONS
This report has been prepared in accordance with generally accepted geotechnical engineering
practices used in this area, and has been prepared for design purposes. The conclusions and
recommendations are based upon the data obtained from the pavement cores and boring drilled at the
approximate locations shown on Figure 1, and on our understanding of the proposed construction. The
nature and extent of the subgrade variations may not become evident until excavation is performed. If
during construction, soil, bedrock, or groundwater conditions appear to be different from those described,
this office should be advised so that re-evaluation of our recommendations may be made. On-site
observation and testing of construction materials is recommended.
Our professional services were performed using that degree of care and skill ordinarily exercised,
under similar circumstances, by reputable geotechnical engineers practicing in this locality at the time this
report was prepared. No warranty expressed or implied is made. We prepared the report as an aid in the
design of the proposed project. This report is not a bidding document. Any contractor reviewing this report
must draw his or her own conclusions regarding site conditions and specific construction techniques to be used
on this project.
This report is for the exclusive purpose of providing geotechnical engineering information and
recommendations. The scope of services for this project does not include environmental assessment of the
site or identification of contaminated or hazardous materials or conditions. If the owner is concerned about the
potential for such contamination, other studies should be undertaken.
Geocal should conduct a general review of the final plans and specifications to evaluate that our
recommendations have been properly interpreted and implemented during design. In the event Geocal is not
retained to perform this recommended review, we assume no responsibility for misinterpretation of our
recommendations.
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SH 3
CORE PC-1
EAST SCOUR
SAMPLE
LCR 3
4
APPROXIMATE SCALE (ft)
BORING P-1
CORE PC-2
G14.1565.000 GEOCAL,INC.
DRAKE AND SHIELDS INTERSECTION IMPROVEMENTS
LOCATIONS OF EXPLORATORY BORINGS AND PAVEMENT CORES FIGURE 1
GEOCAL, INC. DRAKE AND SHIELDS INTERSECTION IMPROVEMENTS FIGURE 3
G14.1565.000 PHOTOGRAPHS OF PAVEMENT CORES
BORING PC-1 BORING PC-2 BORING P-1
110 pcf
1 foot 17.6 %
0.9 %
USCS Classification 0 psf
AASHTO Classification A-6(5)
JOB NO.
FIGURE NO.
Sample Location Boring 1 Dry Density
Sample Depth Moisture Content
Sample Description Clayey sand, fill
4
GEOCAL, INC. G14.1565.000
Drake & Shields Intersection Improvements
SWELL - COMPRESSION TEST RESULTS
Volume Change
SC Swell Pressure
-4
-3
-2
-1
0
1
2
100 1000 10000 100000
PERCENT SWELL(+)/COMPRESSION(-)
LOAD (PSF)
SWELL-COMPRESSION TEST
Expansion under constant pressure due to wetting
LL PL D85 D
60 D50
D30 D
15 D10
Cc C
u
Material Description USCS AASHTO
Project No. Client: Remarks:
Project:
Location: Boring P-1 Depth: 1-5 Sample Number: 7011-1
Location: Boring P-1 Depth: 1 foot Sample Number: 7011-2
GEOCAL, INC.
Figure
37 17 0.8302 0.1530 0.0901
39 19 0.3602 0.1375 0.0903
clayey sand, fill SC A-6(5)
clayey sand, fill SC A-6(5)
G14.1565.000 Interwest Consulting Group
5
PERCENT FINER
0
10
20
30
40
50
60
70
80
90
100
GRAIN SIZE - mm.
100 10 1 0.1 0.01 0.001
% +3" % Gravel % Sand % Silt % Clay
0 6 47 47
0 0 54 46
6 in.
3 in.
2 in.
1½ in.
1 in.
¾ in.
½ in.
3/8 in.
#4
#10
#20
#30
#40
#60
#100
#140
#200
Gradation Test Results
Drake & Shields Intersection Improvements
R-VALUE TEST REPORT
R-VALUE TEST REPORT
GEOCAL, INC.
Date: 1/23/2015
Project No.: G14.1565.000
Project: Drake & Shields Intersection Improvements
Location: Boring P-1
Sample Number: 7011-1 Depth: 1-5 Test performed in accordance with
Colorado procedure CP-L 3101
Remarks:
Checked by: W. Zitz, P.E.
Tested by: H. Redzic
clayey sand, fill
Figure 6
TestDescription Results Material
No.
Compact.
Pressure
psi
Density
pcf
Moist.
%
Expansion
Pressure
psi
Horizontal
Press. psi
@ 160 psi
Sample
Height
in.
Exud.
Pressure
psi
R
Value
R
Value
Corr.
Resistance R-Value and Expansion Pressure - AASHTO T 190
R-value at 300 psi exudation pressure = 18
1 120 114.1 13.8 0.18 120 2.50 546 21 21
2 110 112.0 15.5 0.12 125 2.52 290 18 18
3 100 110.5 17.0 0.09 129 2.53 219 14 14
Exudation Pressure - psi
R-value
100 200 300 400 500 600 700 800
0
20
40
60
80
100
Client:
Project # Project Name:
Natural Natural Percent Swell Water R Value AASHTO
Moisture Dry Passing Liquid Plasticity w.0.2 ksf Soluble at 300psi Class. Soil or Bedrock
Boring Depth Content Density Cobbles Gravel Sand No. 200 Limit Index surcharge Sulfates Exudation (Group Description
No. (feet) (%) (pcf) (%) (%) (%) Sieve (%) (%) ( % ) ( % ) Pressure Index)
P-1 1-5 0 6 47 47 37 20 18 A-6(5) Clayey sand, fill
P-1 1 17.6 110 0 0 54 46 39 20 0.9 A-6(5) Clayey sand, fill
P-1 4 0.02 Clayey sand, fill
TABLE 1
G14.1565.000
Sample Location Gradation Atterberg Limits
Interwest Consulting Group
Drake & Shields Intersection Improvements
SUMMARY OF LABORATORY TEST RESULTS
APPENDIX
TRAFFIC DATA FROM CDOT WEBSITE
TRAFFIC DATA FROM FCMAPS WEBSITE
ESAL CALCULATIONS
WINPAS PRINTOUTS
Design Lane ESAL Calculations
Cars & Pickups
Single Unit
Trucks
Combination Unit
Trucks
0.003 0.249 1.087
1.38 20%
Precent of types 100.00% 96.80% 1.60% 1.60%
2014 ADT Estimate 31,000 30,008 496 496
Projected 2015 ADT 31,590 30,579 505 505
Projected 2035 ADT 43,400 42,011 694 694
20-Yr Design ADT 37,495 36,295 600 600
Roadway ESAL 6,646,541 794,861 1,090,620 4,761,060
Design Lane ESAL 1,329,308
Shields R. Turn Lane -
Fort Collins, CO
Vehicle Type/Classification (%)
Vehicle Type Load Factor (flexible)
Assumed Growth Factor= % in Design Lane=
Drake Shields 1/23/2015
WinPAS
Pavement Thickness Design According to
1993 AASHTO Guide for Design of Pavements Structures
American Concrete Pavement Association
Flexible Design Inputs
Project Name:
Route:
Location:
Owner/Agency:
Design Engineer:
Flexible Pavement Design/Evaluation
Structural Number
Total Flexible ESALs
Reliability
Overall Standard Deviation
percent Terminal Serviceability
Initial Serviceability
Subgrade Resilient Modulus
Layer Pavement Design/Evaluation
Layer
Material
Layer
Coefficient
Drainage
Coefficient
Layer
Thickness
Layer
SN
4.29
1,329,308
90.00
0.44
4,195.00
4.50
2.50
psi
Asphalt Cement Concrete 0.44 1.00 6.00 2.64
Graded Stone Base 0.11 1.00 15.00 1.65
SN 4.29
Thursday, January 29, 2015 1:04:55PM Engineer:
Drake & Shields Intersection Improvements
W
1993 AASHTO Pavement Design
Input Project Data
18-kip ESALS over Initial Performance Period 1,329,308
Initial Serviceablity 4.5
Terminal Serviceability 2.5
ǻPSI 2
Reliability Level(%) 90
Std Normal Deviate -1.282
Overall Standard Deviation 0.44
Roadbed Soil Resilient Modulus 4,195
Stage Construction 1
Calculated Design Structural Number 4.29
Structural Drainage
Material Coefficient Coefficient Thickness Calculated
Layer Type (Ai) (Mi) (Di) (in) SN (in)
1 HMAP 0.44 1 6.00 2.64
2 ABC 0.11 1 15.00 1.65
TOTAL -- -- -- 21.00 4.29
Flexible Pavement Design Check
Composite Section
Geocal, Inc.
WinPAS
Pavement Thickness Design According to
1993 AASHTO Guide for Design of Pavements Structures
American Concrete Pavement Association
Flexible Design Inputs
Project Name:
Route:
Location:
Owner/Agency:
Design Engineer:
Flexible Pavement Design/Evaluation
Structural Number
Total Flexible ESALs
Reliability
Overall Standard Deviation
percent Terminal Serviceability
Initial Serviceability
Subgrade Resilient Modulus
Layer Pavement Design/Evaluation
Layer
Material
Layer
Coefficient
Drainage
Coefficient
Layer
Thickness
Layer
SN
Drake & Shields Intersection Improvements
Shields Street
City of Fort Collins, Colorado
City of Fort Collins
Additional Right Turn Lanes 8" HMAP over 12" ABC
4.29
1,329,308
90.00
0.44
4,195.00
4.50
2.50
psi
Asphalt Cement Concrete 0.44 1.00 6.75 2.97
Graded Stone Base 0.11 1.00 12.00 1.32
SN 4.29
Wednesday, August 19, 2015 3:50:05PM Engineer:Geocal, Inc.
W
1993 AASHTO Pavement Design
Input Project Data
18-kip ESALS over Initial Performance Period 1,329,308
Initial Serviceablity 4.5
Terminal Serviceability 2.5
ǻPSI 2
Reliability Level(%) 90
Std Normal Deviate -1.282
Overall Standard Deviation 0.44
Roadbed Soil Resilient Modulus 4,195
Stage Construction 1
Calculated Design Structural Number 4.29
Structural Drainage
Material Coefficient Coefficient Thickness Calculated
Layer Type (Ai) (Mi) (Di) (in) SN (in)
1 HMAP 0.44 1 6.75 2.97
2 ABC 0.11 1 12.00 1.32
TOTAL -- -- -- 18.75 4.29
Flexible Pavement Design Check
Composite Section
Geocal, Inc.
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